knapp



UNITED STATES PATENT ()EFICE.

TO GEORGE GOODIVIN,

OF OTTAWA, CANADA.

MARINE VESSEL.

SPECIFICATION forming part of Letters Patent N 0. 580,789, dated April13, 1897.v A li ation fil d March 11, 1895. Renewed February 1, 1897.Serial No. 621,553. (No model.)

To all whom it may concern:

Be it known that I, FREDERICK AUGUSTUS KNAPP, of the town of Prescott,in the county of Grenville, in the Province of Ontario, Ganada, haveinvented certain new and useful Improvements in Marine Vessels, of whichthe following is a specification.

The object of my invention is to devise a vessel capable of attaining ahigh rate of speed with absolute safety and great economy of power; andit consists, essentially, of a rotatable double outer hull within whichare suspended stationary hulls or compartments containing the freight orpassengers and the motive power, suitable steering apparatus beingprovided, and the whole constructed in detail substantially ashereinafter more particularly specified and then definitely claimed.

In the accompanying drawings, Figure 1 is a partial longitudinal sectionof my improved vessel. Fig. 2 is an end elevation of the same, showingthe pilot house in section. Fig. 3 is a cross-section through a b inFig. 1.

In the drawings like letters of reference indicate similar parts in thedifferent figures.

A is the hull of the vessel, preferably about one hundred and fifty feetin diameter and about seven hundred and fifty feet long. This is formedby two cylinders B and O, inclosing an annular air-space D. The diameterof the inner cylinder is preferably about eighty feet, so that the innerand outer walls of the air-space D are about thirty-five feet apart. Theair-spaceD is closed at the ends by the annular bulkheads E. A series ofannular bulkheads F are preferably provided at intervals from end to endof the air-space D, dividing the latter into water-tight compartments.

G are a series of longitudinal bulkheads further dividing the air-spaceD into watertight compartments.

From this construction it follows that the hull of the vessel isexceedingly strong and very light, and also that the lower edge of theinner cylinder of the hull is raised well above the surface of thewater, insuring dryness in a seaway.

H are spiders connected to .the hull A.

I are stationary compartments for passengers or freight.

J are hollow shafts rigidly connected to these compartments at theirouter ends. The shafts J pass through bearings K, carried by the outerspiders H.

L is the stationary compartment carrying the machinery.

M is the driving-shaft, suitably journaled in the stationary compartmentL and rigidly connected to the inner spiders H. Upon the ends of thisshaft M the stationary compartments I are journaled, though of coursethe bearings for the compartments I might be arranged in different wayswithout departing from the spirit of my invention. From thisconstruction it follows that if a rotary motion be given to the shaft Mit will be imparted to the hull A.

The driving mechanism is shown at N, where a single cylinder is shownwith its piston connected to a crank on the shaft. The mechanism shownat N is simply for the purpose of indicating how power is applied to theshaft. In practice suitable triple or quadruple expansion engines wouldpreferably be employed.

In Fig. 1 the hull A is shown divided in the middle, and the two halvessuitably connected by open trusswork. By this means light and air areadmitted to the center of the vessel and an exit afforded for theproducts of combustion from the furnaces.

The hollow shaft J projects some distance beyond the hull A at eitherend, and pilothouses 0 are swung thereon.

P are arms journaled on the hollow shaft and pivoted at their lower endsnear the upper edge of a drag Q.

S is a chain connected to the drag Q near its lower edge.

T is a Windlass contained within the pilothouse and arranged to wind upthe chain S, so as to cause the drag Q to enter the water to a greaterorless extent, as might be desired. 5

The arms P are preferably provided with counterbalances P, connected bya cross-bar .to which a chain S is connected, operated by the WindlassT. By reversing the motion of the Windlass T the drags P may be raisedclear of the water when so desired.

U are arched canopies covering the stationary compartments, so as toshield the passen gers and crew from water which may have entered theinner cylinder C and carried up over the stationary compartments by contrifugal force.

As indicated in the drawings, the hollow shafts J furnish a means ofcommunication between the stationary compartments I and the pilot-housesO, and thence outside the vessel when in dock. An entrance-door W isalso provided in each stationary compartment I, as shown in Figs. 1 and2.

V are a series of flanges running from end to end of the hull A, so thatit will take the necessary grip of the water when revolved by the actionof the machinery at N. This rolling action admits of a high rate ofspeed being given to thehull with a comparatively small expenditure ofpower.

If it be desired to turn the vessel to starboard, the Windlass T in thestarboard pilothouse is set in motion, and the drag Q caused to assume amore vertical position by means of the chain S. The drag then takes astrong grip of the water, and that end of the vessel is retarded so asto cause it to slowly swing to starboard. If it be desired to swing toport, the port-drag Q is operated. If it be desired to stop the vesselwithout reversing the engines, bot-h drags are put in operation at once.

The points of construction of my device which I claim as being ofparticular importance are the double-skinned cylindrical hull, of whichthe inner skin or cylinder is of such diameter that its lower side israised sufficiently high above the surface of the water to keep itsinterior dry in all ordinary weather, (as the draft of water is onlyabout ten or eleven feet, a vessel with dimensions such as describedwould have about twentyfive feet of free board second, in the use ofdrag-rudders at each end of the hull; third, in the use of the hollowaxles rigidly connected to the inner stationary compartments so as toafford ready access to the pilot-houses outside the vessel; fourth, inthe direct application of the power to a central shaft, and thence tothe outer hull; fifth, in the construction of the hull in two sectionsconnected together by trusswork, so as to leave an opening for theadmission of air and light and for the emission of smoke, (although thehull might also be made without this central division.)

Telephone and signal communication will of course be provided betweenall parts of the vessel.

What I claim as my invention is 1. In a vessel of the class described, arotatable outer hull comprising two cylinders substantially concentricto each other and having an annular air-space between them, bulkheadssubdividing said air-space into watertight compartments, the innercylinder being of such a size that its lower side is above thewater-line, stationary compartments inside of said rotatable hull, andmechanism for rotating the rotatable hull around said stationarycompartments, substantially as described.

2. In a vessel of the class described, a rotatable outer hull comprisingtwo substantially concentric cylinders confining an air-space betweenthem, the air-space inclosed by the outer cylinder entirely surroundingand protecting the inner cylinder bulkheads subdividing said air-spaceinto water-tight compartments, in combination with stationarycompartments suitably supported inside of said rotatable hull, andmechanism constructed and arranged to rotate said rotatable hull aroundthe stationary compartments, substantially as described.

3. In a vessel of the class described, a series of stationarycompartments, one of which has a driving-shaft therein and suitablemechanism for driving said shaft, a rotatable outer hull surroundingsaid stationary compartments, means as the spiders connecting said outerhull with said driving-shaft, a hollow shaft at the outer end of eachofthe outer stationary compartments, and means as the spiders formingconnections between said rotatable hull and said hollow shafts, wherebythe outer hull is rotated around the stationary compartments when thedriving-shaft is rotated, substantially as described.

4. In a vessel of the class described, a rotatable outer hull,comprising two substantially concentric cylinders inclosing an air-spacebetween them, the air-space inclosed by the outer cylinder entirelysurrounding and protecting the inner cylinder stationary compartmentsinside of said outer hull and spiders connecting said compartments andthe outer hull, the outer bearing of each of said compartments beingformed by a hollow shaft j ournaled in said spiders, a centralstationary compartment also located inside of said rotatable hull, acentral driving-shaft connected to the outer hull by one or more of saidspiders and located in one of said stationary compartments, and meansfor operating said shaft and thereby rotating the outer hull around thestationary compartments, substantially as described. a

5. In a vessel of the class described a rotatable flanged outer hullmade in two sections connected by open trusswork in combination with twostationary compartments located inside of said outer hull from swingingspiders connected to the rotatable hull, the outer bearing of eachcompartment being formed by a hollow shaft rigidly connected to the saidhull and journaled in the end spider; a central stationary compartmentalso swinging from spiders connected to the rotatable hull; a centralshaft in one of said compartments rigidly connected to one or more ofthe said spiders, and means located in the said central compartment forrotating the said shaft, thereby rotating the outer hull around thestationary compartments substantially as and for the purpose specified.p 6. In a vessel of the class described, a rotatable outer hull made intwo sections connected together by open trusswork, each sectioncomprising two cylinders inclosing an annular air-space, the innercylinder being of such a diameter that its lower side is above thewater-line, bulkheads dividing the airspace into water-tightcompartments, a series of longitudinal flanges connected to the outsideof the hull, interior stationary compartments and mechanism in one ofsaid compartments for driving said rotatable outer hull around saidstationary compartments substantially as and for the purpose specified.

7. In a vessel of the class described,the combination of a hullcomprising cylinders B and O inclosing an air-space between them,flanges V connected to the outer of said cylinders, bulkheads E, F and Gdividing the space between said cylinders into water-tight compartments,stationary compartments I and L, shafts J and M, spiders connecting saidshafts and the hull, and means for driving one of said shafts, withpilot-houses O, drags Q, and means as the windlasses and chains foroperating said drags, substantially as described.

8. In a vessel of the class described, the hull A, made in two sectionsconnected together by open trusswork each section comprising twocylindersdnclosing an air-space D, the cylinder 0, being of such adiameter that its lower side is above the water-line, bulkheads E,closing the ends of the air-space; bulkheads F and G subdividing theair-space, and a series of longitudinal flanges connected to the outsideof the hull, substantially as and for the purpose specified.

9. In a vessel of the class described, a rotatable outerhull comprisingtwo cylinders having an air-space inclosed between them, bulkheadsdividing said air-space into water-tight compartments, a series ofstationary compartments inside of said rotatable hull, adrivingshaft inone of said stationary compartments and mechanism for operating thesame, spiders connecting said shaft with the outer hull, a pilot-housesuitably supported at the outer end of each of the outer stationarycompartments, drag-rudders supported by said pilothouses, and mechanismfor operating said drag-rudders, substantially as described.

Prescott, February 26, 1895.

FREDERICK A. KNAPP.

In presence of- PATRICK O. MURDOCK, GEO. McOREA.

